Cycling Strategy 2021 - Lake Macquarie City Council A place for all residents to enjoy the pleasure of cycling for all journeys
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Cycling Strategy 2021 A place for all residents to enjoy the
pleasure of cycling for all journeys
Lake Macquarie City Council
Acknowledgements
Lake Macquarie City Council External Working Group
Peter McMurray (Transportation Asset Planning Co-ordinator) Peter Lee (Newcastle Cycleways Movement)
Jenni Donaldson (Community Engagement Officer) Leonard Allen (Hunter Mountain Bike Association)
Wendy Harrison (Councillor, West Ward) Yarry Netluch
Laurie Coghlan (Councillor, East Ward) Maryke Hayward
Hannah Gissane (Councillor, North Ward) Charmian Eckersley
Susan Boyd (Recreational Planner) Benjamin McMullen
Jacqueline Hicks (Sustainable Transport Officer) Tim Woicek
Wesley Hain (Land Use Planner) Ray Millis
Jill Bogaerts (Community Planner, Ageing and Disability Services)
RMS
Lyn Patrick (Landscape Architect) Ken Saxby (Manager, Road Safety and Traffic)
Newcastle City Council
Simon Gulliver (Infrastructure Project Officer)
Wyong Shire Council
Stephen Prince
2 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD
The Vision and
Strategic Goals
The strategic goals
Our vision is To achieve this vision will mean:
By 2022, the end of the 10-year timeframe for the delivery of this Cycling Strategy, a much 1. There is a high level of awareness of cyclists on the roads and streets of Lake
stronger and diverse cycling culture will be evident in Lake Macquarie. Cycling will no longer Macquarie;
be viewed as a marginal activity but rather a viable and attractive alternative for everyone, 2. All road users are courteous and considerate to each other;
regardless of age, gender and ability. 3. A network of safe and comfortable bicycle routes connect Lake Macquarie
residents with key destination both within the municipality and adjoining
Cycling will have become more than a leisure activity for residents, replacing many short trips
municipalities;
previously undertaken by car to key local destinations such as school, Tafe, social facilities
and workplaces. 4. Good end-of-trip facilities at key destinations make cycling an easy and
attractive form of transport; and
Lake Macquarie’s diverse and growing population will see cycling as an important part of
5. Providing children with a safe and familiar environment to develop the skills,
their collective identity, recognising its significant contribution to the overall reduction in the
knowledge and experience to make cycling an attractive form of transport
LGA’s carbon footprint and improvement in health and wellbeing. Furthermore, the
throughout their lives.
community will be proud of the role that cycling has played in the creation of a more
integrated public transport system. Although a high density network of bus and rail may still The desired behavioural goals
be a work in progress, cycling has helped to better connect communities with local bus and
In order for the vision – more people cycling more often, for all journey purposes – to
rail stations where excellent bicycle parking and storage facilities are commonplace.
be realised, two behavioural goals have been identified:
Lake Macquarie residents will be proud of the development of the bicycle network, which • Infrequent cyclists cycle more frequently; and
now connects where they live with key local destinations. The Fernleigh Track will now sit as • Those interested in cycling (or predisposed to cycling) take it up.
the centrepiece of a network of “green routes” that connect the community with green open
spaces through the LGA’s stunning natural landscape, attracting many visitors and creating a The intended actors
cycling tourism economy. The intended actors are adults and children of all ages and both sexes living in Lake
The many attractive and comfortable off-road bicycle routes have provided a safe Macquarie who either own a bicycle and cycle infrequently or don’t own a bicycle
environment for local children to learn to ride and develop the knowledge and skills to have but are interested in cycling.
the confidence and ability to cycle across the entire LGA. Parents, confident in the safety In Lake Macquarie this is about 62% of the population.
afforded by these facilities, relish the time they can now spend with their children teaching
them to cycle. This wonderful experience has also resulted in more parents taking up cycling The target
for all kinds of local trips, including accompanying their children to school.
The strategy aims to increase the number of cycling trips by residents from a 2012
Cycling is now a valued part of the landscape in Lake Macquarie and there is significant base of 1% to 5% share of all travel trips by 2022. Council's Environmental
support across the LGA for greater investment and support. Sustainability Action Plan (ESAP) 2008 - 2018 reflects a 5% target by 2018. This
strategy will assist Council with meeting this target.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 3
Summary
Executive
summary
Executive summary heading
• Executive Summary Bullet
boIquiati usaecta tibearu ectatur sum aute
imus, illesto mos ut omnit
• Executive Summary Bullet
boIquiati usaecta tibearu ectatur sum aute
imus, illesto mos ut omnit
Executive summary heading
• Executive Summary Bullet
boIquiati usaecta tibearu ectatur sum aute
imus, illesto mos ut omnit
• Executive Summary Bullet
boIquiati usaecta tibearu ectatur sum aute
imus, illesto mos ut omnit
4 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD
Underpinned by a behavioural change
Intrapersonal Social
model, designed to create a supportive Factors Factors
environment for cycling
• 176 specific proposals
Individual
• 84% focused on improving bicycle Behaviour
infrastructure and associated
facilities
Physical Policy &
• 241% increase in the length of the Environment Regulation
bicycle network
Behavioural model underpinning the Strategy
• 133% increase in the length of fully
separated bicycle links
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 5
Contents
9 1.0 Introduction 14 2.0 The Local Cycling Culture 223.0 Existing Bicycle
Infrastructure and
9 1.1 Introduction 14 2.1 Introduction
Facilities
9 1.2 The case for investing in cycling 14 2.2 Measuring cycling cultures
22 3.1 Introduction
11 1.3 How this plan was developed 16 2.3 Participation in cycling
23 3.2 Topography and climate
13 1.4 How to read this document 18 2.4 Perceptions of safety
23 3.3 Bicycle network audit results
19 2.5 Motivations for cycling
29 3.4 Bicycle-related crashes in Lake
Macquarie
20 2.6 The reported barriers to cycling
31 3.5 Key network issues to be addressed
21 2.7 Conclusions
6 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD
324.0 A Framework for Supporting 38 5.0 Supporting Cultural Change 48 6.0 Building the Bicycle Network
Cycling in Lake Macquarie
38 5.1 Introduction 48 6.1 Introduction
32 4.1 Introduction
39 5.2 Policy and regulatory changes 49 6.2 Bicycle network design guidelines
32 4.2 The policy context for cycling
39 5.3 Behaviour change programs 54 6.3 Creating a connected bicycle network
35 4.3 Behavioural model for the strategy
46 5.4 Promotion and marketing 55 6.4 Network proposals in the East Ward
58 6.5 Network proposals in the North Ward
62 6.6 Network proposals in the West Ward
66 6.7 Summary of proposed network
improvements
67 6.8 Bicycle training facility for young children
67 6.9 Integration with public transport
68 6.10 On-road bicycle lane separation trial
69 6.11 Providing appropriate end-of-trip
facilities at key destinations
71 6.12 Creating a legible bicycle network
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 7
72 7.0 Delivering the Strategy 77 8.0 Monitoring and Evaluation Appendix A - Bicycle Network Maps 72 7.1 Introduction 77 8.1 Introduction Appendix B - Prioritisation Process 72 7.2 The challenges 77 8.2 M+E Framework 73 7.3 The opportunities 78 8.3 Data collection / monitoring 73 7.4 Funding 75 7.5 Management 75 7.6 Maintenance 8 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD
1.0
Introduction
1.1 Introduction
In mid-2011, Lake Macquarie City Council
commenced the preparation of a new 10-year strategy
to support greater levels of participation in cycling.
The last strategy, prepared in 1996, was a joint project
with Newcastle City Council. This strategy focuses only
on the needs of the Lake Macquarie community while
remaining cognisant of the wider geographical context
of the Hunter Valley.
This strategy adopts a social-ecological approach that
seeks to create an environment in Lake Macquarie that
both motivates and enables cycling. The provision of a
connected, safe and legible bicycle network is a
fundamental component of an environment that
supports cycling as a viable option for local trips to
work, education, retail and for leisure purposes.
However, cycling will only become a legitimate option
for the community when it is acknowledged as a
legitimate mode of travel. Therefore the environment
must also be socially and politically supportive.
Cycling strategies are therefore designed to support
behavioural change, where the latter is a function of
changes to people’s self-efficacy and their environment.
1.2 The case for investing in cycling
There is a strong case for investing in cycling in Lake
Macquarie beyond the environmental benefits of
promoting a sustainable mode of travel. There are a
number of benefits that accrue to individuals and
society as a result of a shift from car travel to cycling.
The following section outlines these benefits and where
possible, quantifies them.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 9
Health benefits Furthermore, reducing car trips can reduce road
By far the largest benefits of cycling in terms of value congestion and therefore reduce stop-start motor
are the respective health benefits from the exercise. vehicle. Decongested roads result in a benefit to those
Exercising such as cycling can reduce the mortality people who remain on the road in terms of improved
and morbidity rates in a population as a result of reliability of travel times. Cycling can also improve travel
improved fitness, circulation and stress reduction. times for those users who were previously travelling on
These benefits accrue both to the individual in terms of congested roads.
a longer and healthier life as well as the broader society
in terms of reduced health care costs. Many studies
and guidelines place a value on these benefits (for
Savings to the broader community
Less and better moving road based traffic also reduces $35
million
example see City of Copenhagen 2009, LTNZ 2010). the level of noise, and the volume of greenhouse and
Values can range from 1 cent to almost $2 a kilometre other noxious air emissions from the motor vehicle
of active transport. fleet. In a recent study undertaken for North Sydney
Savings to users
Council, the noise and emissions benefits of shifting
from motor vehicles to other forms of active transport
…the value
Recent studies have valued the private vehicle were in the order of 3 cents per kilometre (PWC and of investment
operating costs per kilometre as being in the order of SKM, 2010). Reducing volume of motor vehicle traffic for Lake
may also reduce the costs of infrastructure provision
23.8 cents (RTA, 2009). Bicycle operating costs are
such as roads and car parking facilities.
Macquarie
considerably lower as they require less maintenance
and insurance and registration costs are likely to be Valuing the benefit of achieving a 5% trip target
zero. Replacing car trips with bicycle trips can reduce
the wear and tear costs that a motor vehicle owner Lake Macquarie City Council has a stated target of
faces which are directly related to the number of cycling to achieve a 5% share of all trips by 2022. A
kilometres a car travels. For every kilometre shifted to rapid benefit assessment undertaken to inform this
active transport such as cycling, you can reduce strategy indicates that if this was achieved, the present
vehicle operating costs by approximately 14.6 cents value of the benefits would be at least $35 million.
(PWC and SKM, 2010).
10 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD“The system is currently designed for cars”
1.3 How this plan was developed The model comprises: Figure 1 below illustrates the social-ecological environment for cycling:
A social-ecological framework Motivating factors • Intrapersonal factors – these are factors which are specific to us as individuals
(e.g. our self confidence in our ability to ride a bicycle).
Human behaviour is determined not by any one single Motivating factors are intrinsic desires, connected to
peoples’ identities that attract them to certain • Social factors – these factors which are specific to societies (e.g. the influence
influence (e.g. infrastructure) but rather by an
behaviours. Motivations for cycling include being fit and of friends, family and colleagues).
environment of multiple influencing factors, many of
which combine in space and time to influence our looking good and the pleasure of cycling. • Policy and regulation – refers to the influence of wider government policy and
behaviour and decisions. On this basis, the decision to enforcement of regulation (e.g. policy strongly supportive of sustainable travel).
Enabling factors
participate in cycling for transport or leisure will be • Physical Environment – this is both the built and natural environment (e.g.
determined by the interplay of demographic, Enabling factors are changes to: bicycle routes and end-of-trip facilities)
psychological, physical, social and environmental • Peoples’ environments (both social and physical);
variables (i.e. the users system). and
Strategies to support more people to participate in • Their self-efficacy that lowers the perceived risks Intrapersonal Social
cycling for all journey purposes need to address the of adopting. Factors Factors
“user system”. They must address the challenge in a In the case of cycling these include the existence of
systemic way, acknowledging the complexity of the safe, efficient cycle routes, the personal confidence to
issue and work towards the creation of an environment cycle safely, knowledge of suitable routes, and bicycle
that supports cycling as a viable and socially accepted facilities at destinations.
activity for both travel and leisure. Individual
The importance of social influences on cycling
Figure 1 presents a graphical illustration of the Behaviour
social-ecological model for cycling. The decision to cycle is rarely made in private without
outside influence. It usually depends on an interaction
Adopting a behavioural model of change between individual desires and abilities, social
This strategy adopts a behavioural model consisting of influences and the physical environment. Much
motivating factors and enabling factors. For a group of attention has been given to getting the cycling
actors (in this case, the residents of Lake Macquarie) to infrastructure right. However as a result, social Physical Policy &
influences are often neglected.
adopt a particular behaviour (i.e. more cycling, more Environment Regulation
often, for all journey purposes) both factors need to be
active in their lives.
Figure 1 The social-ecological environment for cycling
A similar model was recently (March 2011) adopted for
the City of Sydney, to support cycling as a viable mode
of travel.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 11Well-established principles in the ‘Diffusion of desire to initiative a positive image to others and
Innovations’ and more recent social network studies adhere to social norms, our desire to feel that our
have shown that, to a great extent, new behaviours actions and attitudes are congruent with one another,
travel contagiously through social networks. Diffusion and our desire to feel social connection with others
of Innovations is a theory of how, why, and at what rate
in our daily pursuits. Ultimately, to influence people to
new ideas and technology spread through cultures.
become more physically active, messages from
The concept was first studied by the French sociologist
experts and public service announcements won’t have
Gabriel Tarde (1890) and by German and Austrian
much impact if the social influences affecting the target
anthropologists such as Friedrich Ratzel and Leo
populations don’t support changes in physical activity.”
Frobenius. Its basic epidemiological or internal-
influence form was formulated by H. Earl Pemberton, As a result, a number of the initiatives recommended in
who provided examples of institutional diffusion such this strategy seek to mobilise social influence, both
as postage stamps and compulsory school laws. The through improvements to the bicycle network, the
publication of a study of Ryan and Gross on the provision of associated facilities and a range of
diffusion of hybrid corn in Iowa was the first sustainably behaviour change programs and initiatives.
visible contribution in a broader interest in innovations
which was especially popularized by the textbook by The methodology
Everett Rogers (1962), Diffusion of Innovations (Rogers The methodology for developing the strategy is
1962). He defines diffusion as "the process by which presented graphically in Figure 2.
an innovation is communicated through certain
channels over time among the members of a social The methodology is representative of a circulatory
system." process. This is an iterative approach designed to
support an evolving and response strategy that is
Bowles et al (2006) surveyed 5058 participants in the flexible enough to deal with changing conditions. An
2006 Sydney Spring Cycle and found that novices and effective strategy must be able to respond to emerging
first-time participants rode significantly more in the challenges and opportunities. Figure 2 Methodology for developing the strategy
month after the event. Half those who rated their
cycling ability as ‘low’, rated it as ‘high’ a month after
the event. The sociable nature of such events is liable
to be a factor influencing these behaviours.
“Social factors are critical influences upon our choices
to adopt or maintain physical activity pursuits. …our
physical activity choices are influenced by messages
we receive from others about physical activity, our
12 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD1.4 How to read this document Chapter two Chapter five
This document is structured in seven further chapters. The local cycling culture Supporting cultural change
Chapters two and three provide an overview of the current situation, summarising This chapter presents the outcomes of extensive social This chapter presents a range of proposals to address
the local cycling culture and examining the existing bicycle network and associated research undertaken through a community survey and the many social, intrapersonal and policy and
facilities. a series of workshops with an internal and external regulatory barriers.
working group, to understand the needs, motivations
Chapter three synthesises the outcomes of the previous two chapters and and barriers to change among the community. Chapter six
discusses the conditions that will support cycling in Lake Macquarie. Building the bicycle network
Chapter three
Chapters five and six present the proposals to deliver a supportive environment for This chapter presents the proposals for improving the
cycling. Existing bicycle infrastructure and facilities existing bicycle network and its associated
Chapters seven and eight present a framework for delivery of the strategy, including This chapter presents the outcomes of a review and infrastructure and facilities.
how progress will be monitored, evaluated and reported. audit of the existing bicycle network and associated
facilities, including wayfinding and end-of-trip facilities. Chapter seven
The proposals for new bicycle links contained in this Delivering the strategy
chapter are indicative in terms of the routing and This chapter presents a framework for delivering the
treatment. All proposals will be subject to a detailed proposals contained in the strategy, including
assessment by Council. management and funding.
Chapter four Chapter eight
A framework for supporting cycling in Lake Monitoring and evaluation
Macquarie The final chapter of the report sets out an initial
This chapter presents a synthesis of outcomes of the framework for monitoring and evaluating the impact of
review of the current situation, discussing the the proposals presented in the strategy, including data
conditions needed to facilitate more people to collection and reporting requirements.
participate in cycling in Lake Macquarie.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 132.0
The Local
Cycling Culture 2.1 Introduction
Effective programs for change are based on a solid
understanding of the local context. With this foundation
in place, appropriate proposals can be developed to
both enable and motivate people to cycle.
The following chapter presents a summary of the main
outcomes of the social research undertaken to inform
this strategy. This research comprised a community
survey and a series of workshops with two working
groups. The first group comprised members of the
community, representing local cycling organisations
and general members of the public. The second group
consisted of Council officers and representatives from
adjoining LGAs and the RMS.
2.2 Measuring cycling cultures
Ratio of males to females
A good indicator of the strength of a cycling culture is
the ratio of males to females. In places with a strong
culture of cycling (e.g. Copenhagen and Amsterdam)
this ratio is usually close to 1:1. However, in places with
a weak culture of cycling (e.g. Sydney and Melbourne)
a ratio of 3:1 is typical.
Level of trips by bicycle
The level of trips by bicycle is the principle quantitative
measure of the strength of a culture of cycling. The
higher levels of cycling among LGAs in NSW (around
10%) are found in very densely urban areas such as the
City of Sydney. At the other end of the spectrum 1% is
typical. Such figures are common across Australia and
in many places with a weak culture of cycling.
14 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDOther important indicators
There are a range of other indicators that, although sometimes difficult to measure,
help to contextualise some of the more abstract quantifiable data, including:
• The mix of type of cyclist: in strong cycling cultures, cycling for transport (both
trips to work and social trips) dominate. In weak cycling cultures, such as in
Australia, there is a domination of cycling for sport and recreations.
This measure can be further contextualised by noting a change in the
appearance of cyclists – the greater the proportion of people cycling in their
everyday clothes, the stronger the culture of cycling.
• The mix of bicycle type: strong cycling cultures are more likely to feature
sit-up, cargo and power-assisted bicycles.
• The mix of age groups: in strong cycling cultures young children to senior
citizens are strongly represented - age is no barriers because the perception of
safety is high.
• The utility value of cycling: in strong cultures of cycling, cycling is perceived
as having a strong utilitarian value, i.e. it is considered as a basic tool for getting
from a to b (i.e. normal). In cultures with a weak culture of cycling, cycling is
often perceived as something special or different (i.e. abnormal).
The progression from “abnormal” to “normal” is a good indicator of the growth
of a strong culture of cycling.
It is worth noting that this perception will be held among both cyclists and non-
cyclists, and can therefore be used to measure a change in attitude towards cycling
across the community.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 152.3 Participation in cycling
Female Male Infrequent cyclist Regular cyclist
Over 50
3:1
Regular Cyclist
45 - 50
Potential cyclist
35 - 44
Infrequent Cyclist 25 - 34
Non cyclist 18 - 24
Under 18
0% 10%20%30%40%50%60%
0% 10% 20% 30% 40%
% of respondents
Type of cyclist Age profile Gender ratio of male to female
6%
Regular cyclist Infrequent cyclist
Less than 2 km
30% East Ward For leisure (on off-road paths) 43% 22%
40% Mountain bike trails 2 - 5 km
North Ward To local venues or activities
To work 25% 5 - 10 km
West Ward To visit friends or family
30% To school, uni or TAFE 31% 10 - 20 km
0% 30% 60% 90%
More than 20 km
% of infrequent or regular cyclists
Where cyclists live Key destinations for cycling trips Average distances travelled by bicycle per trip
16 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDNever
8%
Less than once a Less than 1
13% 12%
32%
month
18%
year
1 - 2 times per
month 5% 27% 1 - 5 years
About once per
week 23%
Most days of the 6 - 10 years
week 32%
2 - 3 times per 19%
week
How often people cycle How long people have been cycling for Belong to a cycling group
14% 48%
Have completed bicycle training Have been involved in a cycling event
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 172.4 Perceptions of safety
23% 15% 1/3
Were involved in an accident Reported being injured from an accident Of those injured stopped cycling
75% 29%
Of accidents involved a motor vehicle Reported being in an accident
18 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD2.5 Motivations for cycling
The most common reasons why people ride their
bicycles were:
• Fun and enjoyment (91%);
• Health and fitness (93%); and
• Relaxation and reducing stress (70%).
Being good for the environment, helping to reduce
road congestion and saving money were also
important considerations (30–50% selected each).
Fun and Relaxation and
reducing stress
Regular cyclists who ride for local trips or to work had enjoyable
some additional reasons for riding their bicycle:
• because it saves time (47%); and
• cycle because it is convenient and practical (41%)
Saves
time
Saves
Health Good for the money
environment
and
fitness Reduces
Convenient road
and
practical
congestion
Figure 3 Motivations for cycling
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 192.6 The reported barriers to cycling
Barriers that affected everyone
• 73% said that there is too much traffic on the
Intrapersonal
road; Physical
• 70% said there aren’t enough separated bicycle I’m not
Environment
Not enough
separated
confident
enough
paths; I don’t
have a
Sharing
path with
paths or
bicycle peds
• 70% said there aren’t enough dedicated bicycle
lanes; I’m not
fit Arriving dedicated
• 67% said there is a lack of awareness amongst enough
other road users
sweaty at
my bicycle lanes
Key barriers identified by existing cyclists
Lack
confidence
destination
Too much
• Narrow sections of road; traffic on the
No
• Sections with “large gaps that make the overall road bicycle
trip dangerous”;
No parking
• Particular routes that are perceived to be
“extremely dangerous” such as the “route from convenient
Rathmines to Toronto” and “Valentine to routes
Eleebana”;
• Sections where the bicycle lanes “double as car Lack of Poorly
maintained
No end
of trip
parking”; and awareness facilities
Too
• Sections where it was difficult to safely manoeuvre amongst hilly
“to the side of the road when traffic [was] passing
because of gravel etc.”
other road
users
• Coping with changing weather conditions; Policy &
• Not wanting to ride in the dark (particularly riding Regulation
home from work); and Don’t like
wearing
• The convenience of using other modes to conduct a helmet
multiple journeys and activities during the day. Figure 4 The key reported barriers to cycling in Lake Macquarie
20 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD2.7 Conclusions
The local cycling culture in Lake Macquarie is clearly in its infancy. Maturation will
require significant changes to the social, intrapersonal, political, and physical
conditions of the LGA to provide an environment that supports the community to
cycle for all trips.
Cycling is currently dominated by males, between the ages of 34 and 50, primarily
riding for sport and recreation. However, there is real potential among different age
groups and females to take up cycling for a range of purposes.
The design of a bicycle network will need to consider the needs of these more
inexperienced cyclists, particularly those who currently do not cycle but would if
better conditions were in place.
Importantly, these conditions extend beyond good infrastructure. Improving people’s
self-efficacy and activating intrinsic motivations will be important elements in the
overall strategy.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 213.0
Existing Bicycle
Infrastructure and
Facilities
3.1 Introduction
A connected network of safe bicycle routes, supported
by appropriate facilities, is a critical element of an
enabling environment for cycling.
The following chapter presents a review of the existing
bicycle network and associated facilities in Lake
Macquarie. The review is based on a combination of
the outcomes of a series of workshops with internal
and external working groups and site audits carried out
across the LGA. The audits focused on identifying
existing facilities, land uses, any shortcomings in
relating to cycling facilities, and potential safety issues.
The audits were undertaken at three levels as follows:
• Level 1: Based on the provision of available data
relating to the existing situation, a drive through
audit of the study area was carried out to
ascertain the extent of the built cycle network and
the general traffic environment and conditions;
• Level 2: A walk through audit of key locations of
high activity within the study area to understand
conditions for cyclists “on the ground”; and
• Level 3: A walking audit of critical locations to
identify and record deficiencies with existing cycle
facilities.
22 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD3.2 Topography and climate There is an on-road cycleway along both sides of Main
The population of Lake Macquarie is widely dispersed across the municipality with Road in Edgeworth between Ridley Street and Minmi
multiple small town centres. The long distances between these centres, combined Road, with the majority of this on-road facility being a
with the undulating topography, presents several challenges for the development of bicycle lane adjacent to kerbside parking. This facility
a high quality connected bicycle network. seems to adopt absolute minimum lane and parking
widths and does not appear to include any clearance
Furthermore, the generally warm and often humid local climate also possesses width between the parking and bicycle lane for the
challenges for many people, particularly (at least initially) inexperienced cyclists, opening of car doors.
senior citizens, and people with mobility impairments.
Arcadia Vale, Rathmines, and Wangi Wangi
Weather conditions and long distances were identified as barriers to cycling,
especially for people who are not regular cyclists. While infrastructure will not Typically, suburbs on the western side of Lake
completely address these barriers, developing routes that avoid steep inclines and Macquarie, such as the ones mentioned above, are
connecting residents with local destinations to promote short trips, are important typified by a series of peninsulas and a corresponding 5
changes in delivering an enabling environment for cycling. network of local roads. There are two isolated sections
of shared path facilities along the Lake in Rathmines
These critical infrastructure improvements can be complemented with programs to and Wangi Wangi; both paths are in relatively good
improve people’s self-efficacy, ability to plan journeys, knowledge of dressing condition.
appropriately etc.
Belmont
3.3 Bicycle network audit results Belmont is located on the eastern side of Lake
The LGA currently has a variety of cycle facilities, in varying conditions. Macquarie. Several shops are present in the town
centre, with several schools in the surrounding area.
Barnsley, Edgeworth, Holmesville, Killingworth, and West Wallsend. Belmont is home to the southern end of the Fernleigh
Typically, suburbs to the northwest of Lake Macquarie, such as the ones mentioned Track, a 15.5 km shared path rail trail, which extends
above, are generally small residential areas separated by pockets of vegetation. north to Adamstown in the Newcastle LGA. There are
also existing on-road facilities on the Lake Macquarie
There are two short sections of existing off-road shared path in this area: side of Belmont along Brooks Parade.
• along Appletree Road, and 6
• along the western side of Cameron Park. Figure 5 Shared path Wangi Wangi
Figure 6 Fernleigh track at Belmont
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 23Cardiff
Cardiff is located to the north of Lake Macquarie and is typified by relatively steep,
undulating topography.
There are few cycling facilities in Cardiff, with the exception of a section of Main
Road / Macquarie Road that has on-road cycle lanes. These on-road cycle lanes
are short inconsistent sections with large gaps in between and no warning that the
lanes are going to end requiring cyclists to merge with traffic.
The width of on-road cycle lanes appear to be insufficient when adjacent to kerb
side parking with parked cars observed encroaching onto the cycle lane.
There is one short length of off-road shared path that weaves between the sports
fields in this area. This path links Fifth Street in Cardiff South to Percy Street in
7 8
Hillsborough. The surface of this shared path is concrete and appears to be in
relatively good condition.
Charlestown and Kotara South
Charlestown has a large regional business centre located along the Pacific Highway.
While there are no existing cycle facilities in the immediate vicinity of the Charlestown
town centre, there is an existing shared path along Raspberry Gully Reserve in
Kotara South.
9 10
Figure 7 Macquarie Road on-road cycleway at Cardiff
Figure 8 Off-road Shared Path at Cardiff South
Figure 9 General environment in Charlestown
Figure 10 Raspberry shared path
24 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDEleebana and Valentine
Eleebana and Valentine are residential areas on the eastern side of Lake Macquarie,
located to the north of Belmont. There is an existing shared path north of Eleebana
around Lake Macquarie; however, Bareki Road around Rocky Point is very narrow
with no road shoulders. Between Eleebana and Valentine there is a section of
Macquarie Drive with an off-road path. In Valentine there are also existing off-road
cycle facilities in Green Point Recreation Reserve, and on-road cycle lanes marked
on Croudace Bay Road.
Fassifern and Toronto
Fassifern is located to the west of Lake Macquarie and has a major train station.
There is an existing off-road cycle path from the station to Toronto Bay via Blackalls
Park along the former rail corridor. 11 12
Figure 11 Narrow Bareki Road in Eleebana
Figure 12 Elevated Shared Path in Eleebana
Figure 13 Station end of Fassifern-Toronto shared path
13
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 25Glendale
Glendale is located to the north of Lake Macquarie, with a large shopping centre. A
regional bus and rail interchange is proposed adjacent to this shopping centre.
The main Roads in Glendale are not conducive to cycling and have only a small
amount of cycling infrastructure present. The Frederick Street/Lake Road
intersection (shown in Figure 14) is particularly unfriendly for cycling.
Next to the Hunter Institute of Technology a new regional shared path has been
constructed, connecting north to Newcastle.
Morisset and Bonnells Bay
In Morisset, there are on-road bicycle lanes marked on Dora Street/Macquarie Street
(a State road), however, the cycle lanes are shared with parked vehicles. 14 15
There is an off-road cycle facility running past the town shops along Fishery Point
Road in Bonnells Bay.
There are a few other cycle facilities in these suburbs; these facilities are located in
relatively quiet residential areas.
Murrays Beach
Murrays Beach is a new residential development on the eastern side of Lake
Macquarie, to the south of Swansea. While development is still occurring, there is a
shared path connecting to Swansea and other shared paths within the
development.
16 17
Figure 14 Frederick Street / Lake Road intersection
Figure 15 New shared path next to the Hunter Institute of Technology
Figure 16 On road cycle lanes in Dora Street, Morisset
Figure 17 New shared path at Murrays Beach
26 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDSpeers Point and Warners Bay
Speers Point and Warners Bay are located at the northern end of Lake Macquarie,
which includes a major section of shared pathway linking Booragul to Eleebana.
There are some short sections of on and off-road cycleways in Warners Bay that link
the roundabout intersection with Hillsborough Road to Lake Macquarie. However,
there are a number of gaps with no path along both the on and off-road cycleways.
Apart from the shared path around the lake, there are very few other cycle facilities in
Speers Point.
Swansea
Swansea is located at the Lake Entrance from the Tasman Sea. Swansea has a
segregated shared path along the eastern side of the Pacific Highway / Bowman
Street and another shared path along the waterfront, adjacent to Channel Street, to 18
Coon Point. An extension of this shared path is currently under construction around
Coon Point. In addition to these facilities, there is another shared path extending to
the new residential development of Murrays Beach along the Old Pacific Highway.
19
Figure 18 Shared Path around Lake Macquarie at Warners Bay
Figure 19 Shared paths in Swansea
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 27Integration with public transport Table 1 Existing bicycle facilities at public transport interchanges
Interchanges are a critical component of a public transport network. The sprawling
and dispersed nature of settlements in Lake Macquarie means that travel flexibility is Station Connection to Bicycle Network No. and Type of
critical and can be expected to remain a feature of the region’s public transport Parking
needs in the future. In particular, the Lower Hunter Regional Strategy (Department of
Planning, 2006) integrates land use and transport planning to connect housing, Cardiff1 No existing bicycle paths in the vicinity of the station Bicycle racks
employment and services. Transport interchanges therefore play a key role in both
the development of the region and the transport network. Cockle Creek No existing bicycle paths in the vicinity of the station None
Based on the (former) Ministry of Transport publication Guidelines for the Teralba Existing mapping identified cycleways on York None
Development of Public Transport Interchange Facilities (2008), it is expected that the Street and ANZAC Parade however, there were not
implementation of local bicycle plans and regional cycle networks will increase the pavement markings on the road in this area and the
number of passengers arriving at interchanges by bicycle. To address and footpath widths appeared too thin to accommodate
accommodate cycling to and from an interchange the following measures were cyclists.
recommended:
• Safe and direct cycle access path where site layout allows; and Booragul Off-road cycleway on Toronto Road. Existing None
mapping identifies on-road facilities on Fourth
• Secure bicycle storage, such as bicycle lockers and/or bicycle racks.
Street; however, there was no pavement marking or
Table 1 provides a summary of existing conditions at public transport interchanges signage to confirm.
and train stations in the LGA based on the above measures. It can be seen in Table
1 that the majority of stations currently have limited bicycle access and few have Fassifern Off-road cycle path from the station to Toronto Bay Bicycle racks and
adequate end of trip facilities. Only Morisset and Fassifern Stations have both along the former rail corridor bicycle lockers
bicycle racks and lockers currently available.
Awaba No existing bicycle paths in the vicinity of the station None
Dora Creek No existing bicycle paths in the vicinity of the station None
Morisset On-road bicycle lanes on Dora Street Bicycle racks and
bicycle lockers
Wyee No existing bicycle paths in the vicinity of the station None
1
It is noted that Cardiff Station is currently undergoing an accessibility upgrade with lifts from the car park to the overpass footbridge and from the
overpass footbridge down to the train platforms. It could not be confirmed whether these lifts would accommodate bicycles, but there will be five
bike racks installed to cater for the lock up of ten bikes.
28 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD3.4 Bicycle-related crashes in Lake Table 2 Summary of Crashes Involving Cyclists in Lake Macquarie LGA by Suburb (2005 - 2010)
Macquarie
Suburb Injuries Fatalities Suburb Injuries Fatalities
This section provides a summary of crashes involving
cyclists in the Lake Macquarie LGA. A review was Argenton 1 0 Kahibah 2 0
undertaken of cyclist crash data between July 2005 Balcolyn 1 0 Macquarie Hill 1 0
and June 2010 within the Lake Macquarie City Council Belmont 6 0 Marks Point 4 0
area. The aim of the crash data review was to identify Bennetts Green 1 0 Morisset 5 0
critical locations in the area with high accident rates Blackalls Park 3 0 Mt Hutton 1 0
that would require more detailed investigation and
Blacksmiths 2 1 North Belmont 4 0
possible infrastructure improvements. All data analysed
Bolton Point 1 0 Rankin Park 2 0
was sourced from the RMS (formerly the NSW Roads
and Traffic Authority). Bonnells Bay 2 0 Ryhope 1 0
Boolaroo 1 0 South Cardiff 1 0
Location of cyclist crashes Cardiff 11 0 Speers Point 1 0
The highest number of injuries (n=11) occurred in the Cardiff Height 2 0 Sunshine 1 0
suburb of Cardiff, followed by Glendale (n=9) and Catherine Hill 1 1 Swansea 7 0
Warners Bay (n=8), followed by Edgeworth and Caves Beach 1 0 Teralba 3 0
Swansea (n=7). Charlestown 5 0 Tingira Height 1 0
Cooranbong 1 0 Toronto 4 1
Croudace Bay 1 0 Valentine 1 0
Edgeworth 7 0 Wakefield 1 0
Eleebana 6 0 Wangi Wangi 1 0
Fennell Bay 4 0 Warners Bay 8 0
Gateshead 3 0 West Wallsend 4 0
Glendale 9 0 Windermere Park 1 0
Highfields 2 0 Woodrising 3 0
Hillsborough 2 0 Wyee 2 0
Jewells 1 1
Total 133 4
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 29ITLAND ROAD BUCHANAN IVE TO D
PAC
MA ABERMAIN DR MA O
A
JOH N REN SH AW BUTTAI BLACK G OR
DRIV E
IFIC
PELAW HILL
HI
MAIN HW
G
S
AN HEXHAM
CESSNOCK
AY
G
H
G
EO
RG
LENA
ELRINGTON E STOCKRINGTON
BO
LA KE R
OAD
OT H
RICHMOND
MINMI AD
VALE
IVE
T E RO
DR
KITCHENER
IVE
GETTS DR
WEST GA
ABERNETHY
ND
WALLSEND SA
WALLSEND
LEG
!
.! CAMERON
. PARK
MULBRING !
. !
.
D
MOUNT
A
RO
VINCENT HOLMESVILLE
!
.!.!.M!
.!
.AIN
ROA
E
!
. !
.
LAK
D
!
. !
.
Y
!
.!
EE WA
.!.!
. !.!
.!
. !
.
Clusters of bicycle crashes QUORROBOLONG !
!
.
.
.!
!
CARDIFF
.
A S TLE FR
!
. !
. !
. !
.
OAD
Figure 20 presents a map of crashes involving cyclists in the Lake Macquarie LGA TERALBA
!
.!!
. !
. .
R
!
. CITY
!.
BRUNKERVILLE !
. !
. !. .!
over the study period.
C
EW
!
.
!
. !.!
.
YN
!
.!
. !
.
!
. .!
. !
.
.!
E
WAKEFIELD !
.
.!
DN
Clusters of injury-related crashes are found in the following suburbs: FREEMANS !
!
. !
.!
. !!
.
SY
WATERHOLE .
!
. !
.!
. !
.
CONGEWAI
• Glendale / Cardiff; OLNEY
CE
S SN O CK
!
. OA !
.
!
. !
.
R
D
AWABA!
.R !
.
• Macquarie Hills; O . .
!
.A D !
!
!
.
.
! !
.
!
.
!
.
!
.
!
.
!
.
TORONTO
• Warners Bay; AWABA !
.
!
.
!
.
!
.!
. ! BELMONT
• Toronto / Fennell Bay; !
. .!
.
AY
COORANBONG !
.
HIGHW
• Jewells / Bennetts Green;
MYUNA .!
!.
• Belmont; and
PACIFIC
ABAY
D
MARTINSVILLE RO !
.
I !
.
!
. WA NG !
.
• Swansea. !
.
F
R
DORA
EE
MA ERARING
CREEK
NS
LAKE !
.
DR !
.
IVE MACQUARIE !
.
!
. Y
.A
! !
.
HW
HIG
!
. !
. !
. !
.
RAVENSDALE !
. !
.
I F IC
!
. !
.
P AC
!
.
SOUTH
MORISSET !
.
MANDALONG PACIFIC
!
.
WYEE
LEMON OCEAN
TREE CATHERINE
HILL BAY
ROAD
DOORALONG
. !
! .
WYEE
W
E
AD
Y
ER
RO OA
E D
HU
DOYALSON
E
HU
JILLIBY KIAR SAN
REMO
WALLARAH
LEGEND
Railway Lake Macquarie State Forest RTA Crash Data
LGA Boundary
Arterial Road NPWS Reserve .
! Fatal
Suburb Boundary
Motorway Watercourse Area .
! Injury
Primary Road
o
1:200,000 (at A4) LMCC Job Number 31-27559
0 7501,500 3,000 4,500 6,000 Cycling Strategy 2011 - 2021 Revision A
Date 17 JUN 2011
Figure 20 Location
Metres of Crashes Involving Cyclists in Lake Macquarie LGA (2005-2010)
Map Projection: Transverse Mercator
Figure 1
Horizontal Datum: Geocentric Datum of Australia (GDA)
Grid: Map Grid of Australia 1994, Zone 56 Crash Data
Level 3, GHD Tower, 24 Honeysuckle Drive, Newcastle NSW 2300 T 61 2 4979 9999 F 61 2 4979 9988 E ntlmail@ghd.com.au W www.ghd.com.au
G:\31\27559\GIS\Maps\Deliverables\Existing Conditions Report\3127559_006_CrashData_A4_20110616_RevA.mxd
30 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHD © 2011. While GHD has taken care to ensure the accuracy of this product, GHD and RTA, LPMA make no representations or warranties about its accuracy, completeness or suitability for any particular purpose.
GHD and RTA, LPMA cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result
of the product being inaccurate, incomplete or unsuitable in any way and for any reason.
Data Source: RTA: Crash Data - 2011; LPMA: DTDB - 2007. Created by: fmackay, tmortonContributing factors to bicycle crashes Crash hotspots 3.5 Key network issues to be
Table 3 Contributing Factors to Cyclist Crashes Based on the detailed crash data review the following addressed
locations were identified as critical: Lack of connected safe routes
Criteria No. of Crashes % of Total • Main Road between Lake Road and Macquarie Lake Macquarie’s bicycle network is characterised by a
Road, Glendale; series of unconnected on and off-road routes. On-road
Location Type
• Glendale Drive, Glendale; routes, especially within 60 or above km/h speed limits,
Intersection* 55 45.1% • Macquarie Road between Brown Street and Ada are of particular concern to residents.
Street, Cardiff;
Poor connectivity with public transport
Non intersection 67 54.9% • King Street, Warners Bay;
Although there is a general overall lack of connectivity
Speed Limits • The Esplanade, near the intersection with King of bicycle routes and to key destinations. Lack of
Street, Warners Bay; integration with public transport stations is prevalent.
40 km/h zone or less 5 4.1% • Queen Street, Warners Bay; This gap in the overall network reduces the potential
• Anzac Parade / Main Road through Toronto and for longer distance trips to combine cycling with public
50 km/h zone 43 35.2% Fennell Bay; transport.
60 km/h zone 57 46.7% • Pacific Highway south of Ntaba Road, Jewells; Narrow on-road bicycle lanes adjacent to
• Pacific Highway through Belmont, particularly parking lanes
70 km/h zone or above 17 13.9% between Marleview Street and Ada Street; The provision of bicycle routes, designated by symbols
• Pacific Highway through Swansea; and painted within the hard shoulder/parking lane, are a
Source: RTA. *Note: Up to 10 metres from an intersection.
• Pacific Highway through Blacksmiths. common feature of the local bicycle network. This
treatment is of concern to all residents, particularly the
Although the majority of crashes occurred on road links, almost half occurred at The remainder of injury-related crashes were relatively close proximity of parked cars and as a consequence,
intersections. evenly dispersed throughout the LGA. the potential for “car dooring” to occur. Although “car
Almost 50% of crashes were in 60 km/h zones. However, there were only five The four fatal crashes were also dispersed in various dooring” is not a reported contributory factor from the
crashes in zones of 40 km/h or less, indicating that there are generally fewer cyclist locations across the LGA. crash stat review, the majority of crashes occur along
crashes on roads with lower traffic speed limits. road links.
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 314.0
A Framework for
Supporting Cycling in
Lake Macquarie
4.1 Introduction
The following chapter presents a framework of
enabling factors for creating a supportive environment
for cycling in Lake Macquarie. This framework is based
on a synthesis of the outcomes of the community
engagement process, the working group workshops
and the audits of the existing bicycle network.
The enabling factors are presented for both adults and
young children, as the underlying influences are often
different.
4.2 The policy context for cycling
A review of key local, state and federal policies
provides a strong case for supporting investment in
cycling in Lake Macquarie.
Supporting Lake Macquarie policies
The Lake Macquarie Cycling Strategy supports the
overarching goals of the Draft Lifestyle 2030 Strategy,
the Environmental Sustainability Action Plan (ESAP),
and Green House Gas Emissions Reduction Target
Policy.
The above three plans and policies provide the
long-term direction for the overall development of the
Lake Macquarie municipality. The strategy recognises
the importance of encouraging walking and cycling for
short trips in order to achieve a well serviced and
equitable city with attractive and liveable urban areas.
In particularly, the Strategy includes direction to design,
implement and maintain a safe, convenient and
integrated cycle and pedestrian network.
32 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDAdjacent LGA cycling policies Cessnock City Council Bicycle Plan 1995 Councils, developers and organisations to accelerate
Newcastle City Council, Wyong Shire Council and Cessnock City Council have each The 1995 Cessnock City Council Bicycle Plan was and support this connectivity.
adopted a cycling strategy and plan to encourage cycling in their local areas. Some developed in an effort to encourage cycling within the The plan includes the following actions outlined which
of these strategies present a significant opportunity for Lake Macquarie City Council community and reduce bicycle accidents. The Bicycle directly support the Lake Macquarie Cycling Strategy:
to partner with adjacent Councils to achieve a consistent and connected regional Plan focuses on engineering physical infrastructure that
• Accelerate the completion of the Fernleigh track,
network and to provide links to key attractors outside the Lake Macquarie area. is likely to strengthen links between the Lake
creating a major regional cycleway from
Macquarie area and the Cessnock area.
Draft Newcastle Cycling Strategy Action Plan 2011 Adamstown to Belmont and Rail-trail conversion of
However, discussions with Cessnock City Council the old Glendale to Wallsend tramway (Action 2.3)
The Newcastle Cycling Strategy Action Plan outlines the proposed cycling network, suggest that the Bicycle Plan is likely to be revised in
promotional, educational, leadership and advocacy activities to encourage cycling in • Increase funding to improve signage for existing
the near future. This presents an opportunity for Lake facilities and to provide facilities in NSW country
Newcastle. The plan contains several proposals for routes that link the Lake Macquarie City Council to engage with Cessnock City
Macquarie municipality with Newcastle including: towns (Action 2.4).
Council to achieve connectivity between the two
• An extension of the Fernleigh Track from Adamstown Heights (at the Lake networks, and to seek alignment with future proposals Several proposed actions to support cycling in the
Macquarie LGA boundary) to provide a scenic route to Fern Bay, and cycling promotion initiatives. neighbouring municipality of Newcastle will also
encourage cycling trips between the municipalities and
• A link from Bennetts Green in Lake Macquarie which connects with John
Supporting state policies complement the Lake Macquarie Cycling Strategy. This
Hunter Hospital and the University of Newcastle.
includes improvements to the sub-regional cycling
The NSW Bicycle Plan 2010 and the RTA Bicycle Plan
These proposals recognise Lake Macquarie as a key attractor for trips from network, providing end of trip facilities and adult cycle
2010 are key supporting state policies that
Newcastle and present the opportunity to link Lake Macquarie residents with key training.
complement the Lake Macquarie Cycling Strategy by
attractors in the Newcastle area.
promoting and facilitating cycling at a wider regional In addition, the plan includes several actions to support
The Newcastle Cycling Strategy Action Plan also identifies Lake Macquarie City level. The plans also include several actions to provide all Local Councils to encourage cycling. This includes
Council as a key partner in order to achieve a coherent and connected network with direct support to Local Councils and to improve assistance with promoting cycling facilities, support
consistent quality treatments across municipal boundaries. connections in the Lake Macquarie area. cycling related initiatives and providing information and
tools to facilitate the delivery of behavioural change
Wyong Shire Council On-road Bicycle and Shared Pathway Strategy and NSW Bicycle Plan 2010 initiatives (for example, providing tools and information
Action Plan 2010 The NSW Bicycle Plan outlines the NSW Government’s and encourage businesses to grow jobs in cycling).
This strategy and action plan sets out the direction and policy framework to achieve 10 year vision for cycling.
an improved cycling network in the Wyong municipality over the next 10 years. The Action for Bicycles RTA Bicycle Plan 2010
The Bicycle Plan aims to support cyclists concerned
plan presents actions for priority shared path and bicycle lane projects, educational Action for Bicycles is a 10 year forward plan with the
about the ease of travel, safety and end of trip
initiatives, and promotional activities to encourage walking and cycling. objective of providing transport alternatives that make it
practicalities by implementing actions to overcome
easier and more convenient for people to get to the
This includes a proposal to provide a shared pathway around the entire Tuggerah these barriers and focuses on the delivery of new
places where they want to go and reduce the rate at
Lakes system to connect with the Lake Macquarie area. This route could support infrastructure to create a connected cycling network. It
which the demand for car travel increases in the future.
the recreational facilities outlined as part of the Lake Macquarie Cycling Strategy. recognises the importance of collaboration with Local
GHD | June 2012 | Lake Macquarie City Council Cycling Strategy | 33The plan will support the Lake Macquarie Cycling Strategy through actions to monitoring and evaluation of the Lake Macquarie
promote and fund cycling infrastructure at a regional level. This includes events such Cycling Strategy.
as Bicycle Week, advocating to state and federal government, publishing cycleway
The Australian National Cycling Strategy also outlines
maps, and providing training in schools.
several actions that will promote cycling at a national
The plan also presents several opportunities for funding and direct support for level. This includes investing in cycling networks,
implementing the Lake Macquarie Cycling Strategy. The plan includes actions to developing end of trip facilities, and implementing
sponsor events run through Council and to assist Local Government Road Safety marketing and educational programs.
Officers to provide bicycle support to communities.
Australian Vision for Active Transport 2010
Supporting federal policy The Australian Vision for Active Transport was
Federal level policies such as the Australian National Cycling Strategy and the developed with the aim of achieving sharp
Australian Vision for Active Transport set out the overarching vision for cycling in improvements in preventative health and physical
Australia. While these strategies do not include specific actions related to the Lake activity, to the environment, social inclusion, traffic
Macquarie area or adjacent regions, they provide federal level support for local congestion and road safety, and to create liveable
actions. The strategies also propose several initiatives to provide nationally urban communities. It presents 9 key calls for
consistent frameworks that are likely to assist with implementing and monitoring of government action at a national level to support and
the Lake Macquarie Cycling Strategy. facilitate an increase in active transport.
Australian National Cycling Strategy 2011 – 2016 The actions presented in this vision, if implemented,
are likely to support the Lake Macquarie Cycling
The Australian National Cycling Strategy aims to realise a step-change in attitudes Strategy in achieving its targets. This may include
towards cycling in an effort to double the number of cyclists by 2016. potential funding opportunities, support and guidance
The Australian Transport Council (ATC) of Federal, State and Territory Transport to deliver the strategy, and national level action to
Ministers has developed this strategy in consultation with the range of government promote active transport.
and non-government organisations. The strategy comprises 6 key objectives to
promote cycling as a safe and enjoyable activity, extend cycling routes and facilities,
address cycling needs in transport and land use planning, improve cyclist safety and
road user perceptions, improve cycling program monitoring and evaluation and
support knowledge sharing and development of national guidance.
There is a strong focus on actions that provide guidance and support to Local
Government and other organisations. For example, the strategy proposes to
develop nationally consistent guidance for monitoring and evaluation for cycling
programs. Such a framework could be used as a guide for future revisions of the
34 | June 2012 | Lake Macquarie City Council Cycling Strategy | GHDYou can also read
